AEIOLycoming AEIO-360 and AEIO-540

Parts most often named Impulse Coupling (17) · Distributor Gear (11) · Magneto (7) · Rivet (5)

(CAN) CREW EXPERIENCED ROUGH RUNNING ENG ON CLIMB OUT. SUBSEQUENT DISASSEMBLY OF MAGNETO REVEALED LOOSE FINGER ON DISTRIBUTOR GEAR.

(CAN) DISTRIBUTOR FINGER FOUND LOOSE ON GEAR. THIS DEFECT OCCURRED 4 DAYS & APPROX 15 HOURS TOTAL TIME SINCE THE SAME DEFECT OCCURRED ON THE OTHER MAG. HAD THE DEFECTS OCCURRED AT THE SAME TIME, THIS ENG WOULD HAVE FAILED IN FLIGHT.

(CAN) THE PILOT HAD OBSERVED MINOR FLUTTERING AND OCCASIONAL ENGINE VIBRATION FOR THE LAST HALF OF THE FLIGHT. GROUND RUN BY AME NOTED LT MAGNETO DEAD. THE INSPECTION BY AME REVEALED BROKEN LEAF SPRING PORTION OF THE POINT SET.

Parts most often named Camshaft (11) · Crankcase (3) · Flange (3) · Seal (2)

A CRACK WAS DISCOVERED IN THE CRANKCASE AT THE LOWER FORWARD CYLINDER BASE STUD OF THE NR 2 CYLINDER OF APPROXIMATELY 1.5 INCHES. STARTS FROM THE BOTTOM OF STUD AREA AND TRAVELS DOWN AND AFT. A SLIGHT AMOUNT OF OIL LEAKING FROM AROUND THE BASE OF CYLINDER AT THIS AREA.

(CAN) A 4-6 CM VERTICAL CRACK WAS NOTED BETWEEN NR 2 AND NR 4 CYL IN THE CRANKCASE DURING A 100 HR INSP. CRACK WAS SEEPING OIL.

(CAN) THE ENGINE WAS SENT IN FOR A PROP STRIKE INSPECTION. AFTER DISASSEMBLY THE CAMSHAFT WAS FOUND TO HAVE AN UNACCEPTABLE AMOUNT OF SPALLING ON THE NR 1 EXHAUST LOBE AND ON BOTH INTAKE LOBES. THE CAM AND LIFTERS WERE REPLACED WITH A MFG FACTORY NEW KIT.

Parts most often named Baffle (8) · Cylinder Head (3) · Cylinder (2) · Exhaust Valve (2)

(CAN) EXHAUST VALVE BROKE AT HEAD. PART EJECTED THROUGH EXHAUST. RAN ON HOME, FOUND CAMSHAFT WORN LOBE AS WELL, ENGINE TO BE O/H.

OUR ACFT DEPARTED WITH ONLY THE PILOT ON BOARD. THE ENG LOST PARTIAL POWER SO HE RETURNED. UPON INVESTIGATION CYLINDER 2 HAD NO COMPRESSION & WAS CRACKED HALF WAY AROUND THE CYLINDER HEAD. CYLINDER 4 WAS FOUND TO HAVE SOMEWHAT NORMAL COMPRESSION BUT DID INDICATE A LEAK & SMALL CYLINDER HEAD CRACK ALSO. IAW MFG TECH [S/N removed], REPLACED ALL FOUR CYLINDERS WITH NEW MFG KITS.

CLIMBING THROUGH 7000 FELT A SLIGHT SHUDDER. WHILE LEVELING AT 9500, NOTICED OIL PRESSURE GOING DOWN. PROP WENT TO FLAT PITCH. OIL PRESSURE NOW IN YELLOW ARC. DECLARED AN EMERGENCY. PULLED ENGINE TO IDLE AND BEGAN A DESCENT TO AIRPORT. LANDED LONG AND BLEW MAIN TIRES WHILE BRAKING HEAVILY. STOPPED SHORT OF OVERRUN. INSPECTION FOUND A SECTION OF CYLINDER WALL HAD DELAMINATED AND PASSED THROUGH THE ENGINE.

Parts most often named Pump (15) · Seal (1)

ENGINE WILL NOT PERFORM PROPERLY DURING ENGINE START AND IDLE OPERATION. INSTALLED (4 DEFECTIVE NEW ENGINE DRIVEN FUEL PUMPS (PN 200F-5006) BY THE DIRECTION OF FIELD TECH. FINALLY RECEIVED MFG APPROVAL TO INSTALL A DIFFERENT MFR ENGINE DRIVEN FUEL PUMP O/H PN RG9080J8A/M WHICH FIXED ENGINE HARD STARTING AND ROUGH IDLE OPERATION.

(CAN) FUEL PUMP CIRCUIT BREAKER/SWITCH TRIPPED DURING FLIGHT. ATTEMPTS TO RESET RESULTED IN SMOKE AND FUMES IN THE COCKPIT FROM THE SWITCH. MAINTENANCE DISCOVERED A DEAD SHORT IN THE FUEL PUMP. THE CIRCUIT BREAKER/SWITCH WAS DAMAGED FROM THE REPEATED RESET ATTEMPTS.

MECHANIC WAS PERFORMING A POST MAINTENANCE CHECK ON AIRCRAFT AND NOTICED FUEL STAINS ON THE DOG HOUSE, MECHANIC THEN PERFORMED A LEAK CHECK AND FOUND FUEL LEAKING FROM VENT ON ADJUSTMENT COVER ON ENGINE DRIVEN FUEL PUMP. NO PROBABLE CAUSE OR RECOMMENDATIONS AT THIS TIME.

Parts most often named Baffle (6) · Silencer (5) · Muffler (3)

(CAN) LEFT MUFFLER CRACKED SHORTLY AFTER TAKEOFF. AN IMPACT AGAINST AIRFRAME WAS HEARD. A NORMAL CIRCUIT WAS COMPLETED AND ACFT LANDED SAFELY.

(CAN) DURING A 100 HOUR INSPECTION, ONE INTERNAL BAFFLE OF THE PRIMARY EXHAUST SILENCER WAS FOUND TO BE CRACKED 25 PERCENT OF THE ATTACHING WELD. SILENCER WAS SUBSEQUENTLY REPLACED. (TC NR 20071109003)

(CAN) DUE TO PREVIOUS DISCOVERIES OF BROKEN INTERNAL BAFFLES INSIDE THE NR 1 EXHAUST SILENCER ON OTHER AIRCRAFT IN OUR FLEET, AN INTERNAL INSPECTION HAS BEEN CALLED UP EVERY 100 HOURS TO COINCIDE WITH A 100 HR INSPECTION. THIS PARTICULAR BAFFLE WAS FOUND BROKEN DURING A WALK AROUND BY A STUDENT.I T WAS NOTICED THAT A PIECE OF METAL WAS HANGING OUT THE NR 2 EXHAUST SILENCER EXIT. THERE HAS BEEN OTHER SDR'S SUBMITTED ON THIS SUBJECT.

Parts most often named Seal (1) · Valve Drain (1) · Oil Pump (1) · Tee Fitting (1)

(CAN) PILOT PERFORMED AN UNSCHEDULED LANDING AFTER NOTICING INCREASING HIGH OIL PRESSURE. SUBSEQUENT INVESTIGATION REVEALED THE FRONT CRANKSHAFT OIL SEAL PARTIALLY DISLODGED FROM ITS SEAT ENGINE LOST APPROXIMATELY 2 LITRES OF OIL. THE FRONT OIL SEAL DID NOT APPEAR TO HAVE THE CORRECT ADHESIVE APPLIED TO IT AT INSTALLATION IAW MFG DIRECTIVES, REF SI1342, THE HIGH OIL PRESSURE WAS POSSIBLY DUE TO A FROZEN OIL BREATHER ALTHOUGH THIS CANNOT BE PROVEN.

DURING FLIGHT, SHUTDOWN THE RT ENGINE DUE TO OIL LOSS. AN INITIAL ASSESSMENT OF THE CAUSE WAS DUE TO THE ONE OF THE OIL LINE FROM THE OIL COOLER APPEARED TO SPLIT WHERE IT WAS ROUTED TO CLOSE TO AN EXHAUST MANIFOLD.

(CAN) DURING AN ENGINE REMOVAL THE OIL DRAIN TEE FITTING WAS FOUND TO HAVE THE PICK UP TUBE LOOSE IN THE TEE FITTING. THIS PROBLEM WAS PREVIOUSLY REPORTED IN AN SDR. A MANDATORY SB WAS ISSUED FROM THE MANUFACTURER (MSBZ242L/42A) AND THE FITTINGS WERE REPAIRED AND TESTED IAW THE SB. THIS FITTING WILL BE REPAIRED IAW THE SB AND THEN TESTED IAW THE SB. IF THIS FITTING HAD SEPARATED THE RESULT WOULD HAVE BEEN A RESTRICTION IN THE OIL SYSTEM WITH LOW OIL PRESSURE IN THE ENGINE.

Parts most often named Ignition Switch (8)

PILOT REPORTED SMOKE OUT OF IGNITION SWITCH DURING START UP. INVESTIGATION FOUND THE STARTER SWITCH HAD INTERNALLY ARCED ACROSS THE CONTACTS.

(CAN) PILOT REPORTED SEEING SMOKE COMING FROM THE SWITCH ON START UP. ENGINE SHUTDOWN AND ACFT ROUTED TO MAINTENANCE. NO LOOSE WIRES OR CONNECTIONS FOUND AT SWITCH AREA. CAN SMELL BURNED ELECTRONICS INSIDE SWITCH. SWITCH REPLACED AND SYSTEM OPERATED NORMALLY. ACFT RETURNED TO [S/N removed].

(CAN) DURING PRE-INSPECTION GROUND RUN, ENGINE WAS SHUTDOWN IAW CHECK, IGNITION KEY OFF AND MASTER OFF. WHEN POWER MASTER WAS RE-SELECTED ON, THE STARTER ENGAGED IMMEDIATELY WITH THE IGNITION KEY IN THE OFF POSITION. MASTER TURNED OFF AND CRANKING CEASED.

Parts most often named Starter (2) · Ring (1) · Stud (1) · Armature (1)

MOTOR IS LOOSE ON STARTER OF RIGHT ENGINE. STARTER REMOVED FROM ENGINE ON FURTHER INVESTIGATION. THIS IS HIGH TORQUE STARTER, THEY HAVE TWO BOLTS JOINING THE TWO COMPONENTS THAT MAKE UP THE STARTED THE MOTOR AND GEARBOX THE STARTER ONLY HAS 990.8 HOURS ON IT. THE STARTER MOTOR IS LOOSE BETWEEN IT AND THE GEAR DRIVE SECTION, THE 2 BOLTS USED TO ATTACH THE TWO UNITS HAVE LOCKING TABS AND THE BOLTS ARE TIGHT AND THE LOCK TABS ARE IN PLACE. THE MOTOR APPEARS TO BE FRETTING AGAINST THE GEAR DRIVE.

FOLLOWING A ROUTINE FLIGHT, A ROUTINE INSPECTION FOUND THAT THE AFT ALTERNATOR BELT GROOVE HAD BROKEN AWAY FROM THE STARTER RING ASSY. THIS HAD CAUSED THE BELT TO BE DAMAGED BEYOND USE. PIECES OF MATERIAL FROM THE STARTER RING AND RUBBER FROM THE BELT WERE FOUND THROUGHOUT THE ENGINE BAY. POSSIBLE CAUSE COULD BE A MFG FLAW OR EXCESSIVE BELT TENSION.

DURING GROUND START OF AIRCRAFT ENGINE WOULD NOT START. MAINTENANCE PERSONNEL INSPECTED AND FOUND STARTER HAD BECOME INOPERATIVE. THE STARTER HAS AN ORDER OF BURNED OUT ARMATURE. NO RECOMMENDATION, PART SENT BACK FOR WARRANTY.

Parts most often named Shock Mount (3) · Mount (3) · Nut (1)

DURING THE AIRCRAFT'S FIRST 100 HOUR INSPECTION, THERE IS TASK TO RETORQUE THE ENGINE MOUNT-TO-FIREWALL BOLTS AS SPECIFIED IN MAINTENANCE MANUAL 71-00-00, FIGURE 1. DURING TORQUE CHECK, FOUND MULTIPLE NUTS UNDER-TORQUED AND ONE NUT THAT FAILED, SHEARING INTO MULTIPLE PIECES. ENGINE MOUNT-TO-FIREWALL NUT P/N MS21045-6 SHOULD BE TORQUED TO 240-270 IN. LBS. THE LH ENGINE I/B LWR NUT SHEARED BEFORE 270 IN. LBS. PICTURES ARE AVAILABLE UPON REQUEST.

DURING A VISUAL INSPECTION OF THE NEW AC, ENGINE MOUNT WAS NOTED HAVING AN EXCESSIVE CHAFFING CAUSED BY A TINNERMAN NUT USED FOR WINTER BAFFLE ON IB SIDE OF OIL COOLER. SEVERAL OTHER AC HAVE BEEN NOTED WITH TINNERMAN NUTS ON THE OIL COOLERS BUT NO DAMAGE NOTED YET. INSP OF ENGINE MOUNT SHOULD BE DOEN AS SOON AS POSSIBLE AND IF NO DAMAGE TO THE ENGINE MOUNT IS NOTED, THE TINNERMAN NUT SHOULD BE REMOVED AND BOLT AND NUT SHOULD BE INSTALLED WHEN THE WINTER BAFFLE IS NEEDED.

DURING THE REQUIRD 100 HOUR INSPECTION, MOUNT FOUND TO BE CRACKED FROM EXHAUST HEAT. PART WAS REPLACED WITH NEW AND CRACKED MOUNT RETURNED. SUGGEST ALTERNATE MOUNT AND/OR APPLICATION OF HEAT SHIELD TO PROTECT MOUNT.

Parts most often named Blade (3) · Propeller (2) · Retainer (1)

DURING ANNUAL INSP FOUND COULD ROTATE ONE BLADE AN EXCESSIVE DISTANCE, SENT OUT FOR REPAIR AND IT WAS FOUND THAT THE INSIDE STAINLESS STEEL RETAINER HAD FAILED AND ALLOWED THE BALL BEARINGS TO FALL OUT OF THEIR SEAT, HUB WAS DAMAGED BEYOND REPAIR AND IT WAS CLOSE TO INFLIGHT FAILURE WHICH COULD HAVE CAUSED SEPARATION OF THE BLADE FROM THE HUB.